Railway car mover



I Feb. 1, 1966 T. D. STEWART RAILWAY GAR MOVER 4 Sheets-Sheet 1 Filed Dec. 23, 1963 INVENTOR Thomas D. Stewarf BY M, "1% 4 M HIS ATTORNEYS Feb. 1, 1966 1-. D. STEWART RAILWAY CAR MOVER 4 Sheets-Sheet 2 Filed Dec. 25, 1963 A INVENTOR. Thomas 0. Stewart HIS ATTORNEYS Feb. 1, 1966 T. D. STEWART RAILWAY CAR MOVER 4 Sheets-Sheet 5 Filed Dec. 23, 1965 Fig.

INVENTOR. Thomas 0. Stewart BY UM M HIS ATTORNEYS Feb. 1, 1966 Filed Dec. 23, 1963 T. D. STEWART RAILWAY CAR MOVER 4 Sheets-Sheet 4 INVENTOR Thomas 0. Stewart HIS ATTORNEYS United States Patent 3,232,240 RAILWAY CAR Mill/ER Thomas Dale Stewart, New Kensington, Pa, assignor to Movet Industries, Inc., New Kensington, Pa., 2 corporation of Pennsylvania Filed Dec. 23, 1963, Ser. No. 332,757 6 Claims. (Cl. 10525.1)

This invention relates to an improvement in apparatus for moving railway cars and relates in particular to an improvement in a self-propelled traction device employed to move rail-mounted cars short distances where it is not practical to employ a full-scale yard engine.

Railway car moving devices are commonly employed to move railway cars such as box cars to and from loading platforms, gondolas to and from loading and unloading areas, etc. where the distance of movement is not great and/or the necessity of moving such cars is relatively infrequent so that the use of a full scale yard engine is not warranted.

Such devices in the past have been known to be particularly cumbersome both to install and to operate. There is described in my United States Patent 2,989,007, a new and novel, portable, self-propelled railway car mover which may be easily installed and operated so as to constitute a significant improvement of the prior known devices.

In my railway car mover as described in the aforementioned patent, two grooved rollers are mounted to separate but associated frame members. The two frame members of my device are provided with means to draw them together and, additionally, are provided with means whereby they may be displaced in relation to one another so that they may be positioned on either side of one wheel of the railway car to be moved. The grooved roller are so mounted on the respective frames that when the two frames, positioned around one wheel of a car to be moved, are drawn towards one another, the rollers are drawn towards one another on either side of the wheel so that they engage and grip the rim of the wheel with their grooves. At least one of the rollers is then caused to rotate so as to drive the wheel and cause it to rotate and, consequently, effect movement of the subject railway car along the rails.

The rollers in my apparatus do not necessarily elevate the wheel from the track but may materially reduce the weight such wheel places on the track. However, frictional contact of this wheel with the track is not essential since rotation of this wheel is transmitted through the axle to the companion wheel on the other side of the track so that the railway car is effectively driven by my device.

In my apparatus as described in the aforementioned patent, it is necessary to provide means for balancing the device on the rails. Since the grooved rollers bear on the rim of the railway car wheel which is positioned to one side of the track, torque forces tend to tilt the apparatus inwardly. To counteract this tendency in my apparatus, as described in my aforementioned patent, there is provided a number of beveled rollers mounted to each frame that are disposed to engage the so-called flat portion of the car wheel. These rollers are adjustable and positioned so that their inner faces of engagement are at points adjacent to but opposite from the corresponding points of inter-engagement between the flange of the wheel and the grooved rollers so as to effect an off-setting relationship as between the grooved rollers and the beveled rollers to balance the overall device within the vertical plane of the track rail and the car wheel. Although such rollers etfectively accomplish their purpose, it has been found that they wear somewhat excessively and, additionally, tend to bind under the high pressures "ice employed and inhibit the propelling motion transmitted to the railway car wheel through the grooved rollers.

By means of the present apparatus I am able to balance my car moving device far more effectively than by the means described in my aforementioned patent. My new balancing apparatus is a positive method of balancing the device while it is engaged in driving a railway car wheel in that no moving parts such as rollers that are subjected to wear under the effects of the high pressures involved during use of such an apparatus are employed. As a consequence, the railway car mover of my aforementioned patent has become a far more useful device and the improvement of the present invention constitutes a significant advance in the development of such apparatus.

All railway cars such as are presently employed in the shipping industry are provided with journal boxes or hearing housings extending outwardly from the hub of each of the wheels of such cars. My device takes advantage of such structure and provides a jack member preferably consisting of a hydraulic cylinder which is mounted to one of the frames on the car moving apparatus and is disposed to extend its arm or plunger upwardly into contact with the journal box of the railway car Wheel to which the apparatus is attached. The working arm or plunger of such jack member engages the bottom plate of such journal box so as to provide a downward balancing force to counteract the torque applied when the grooved rollers grip the rim of the railway car wheel.

Since the two frame members are drawn towards one another both are caused to move so that regardless of which frame member the jack is mounted, such frame will move some degree after the arm or plunger of the jack means has been brought into contact with the bottom plate of the journal box. Consequently, it may be seen that the top of the balancing piston will move against the bottom plate of the journal box at maximum pressure and this causes undue side thrust on the balancing jack means.

I have found that such undue thrust may be alleviated by mounting the jack means on one of the frames on rollers so that during the period of such thrust, such jack means may adjust its position at its base to alleviate the above-described adverse effects. Such solution is not preferred, however, since it is then necessary to position the jack each time it is used. It is immaterial as to which frame such jack is mounted since each is susceptible to movement towards the other when the grooved rollers are brought into driving contact with the railway wheels. Accordingly, to appropriately position the jack member so that it will contact the bottom plate of the journal box and to maintain its position in respect to the journal box during such movement of the frame members towards one another, it is necessary for the jack to be moved along its base relative to the frame member to which it is attached.

In my present apparatus 1 provide means whereupon a stabilizing jack is mounted to one of the frame members in such a manner that it may be moved relatively to said frame member in a direction substantially parallel to the track and means are provided to maintain the position of the jack in respect to the journal box substantially stationary while the frame member is advanced towards the other frame member so as to bring its respective roller to gripping contact with the rim of the wheel. Hence, in the preferred embodiment of my invention the two frame members are drawn together by means of a pair of jack members such as hydraulic cylinders attached to one frame member having plungers attached to the other frame member and being disposed to retract their plungers a predetermined distance so as to urge the two frame members towards one another, a total distance that is divided between such frame members and the balancing jack, though extended and in contact with the bottom of the journal box is not subjected to adverse thrust.

In my preferred apparatus the balancing jack is mounted to the first frame of a car moving device having a first and second frame. The mounting is such that the jack may slide a limited amount in a direction substantially parallel with the track or the plane of rotation of a railway car wheel to which the device is applied. A lever arm is pivotally mounted and extends outwardly from the Second frame (laterally from the track or the plane of rotation of the railway car wheel). A second lever arm is pivotally mounted at one end to the first lever arm midway along the length of the first lever arm and is pivotally mounted at the other end to the jack member. A third lever arm is pivotally mounted to the extended end of the first lever arm and, additionally, is pivotally mounted to the first frame on which the hydraulic jack is mounted for limited movement. By this arrangement, when the two frames are drawn towards one another, the motion of the second frame towards the first frame on which the jack is mounted is transmitted to the jack through the first and second lever arms so as to cause the jack to travel along the frame on which it is mounted in the direction of the second frame. Such motion is modified, however, by the advance of the first frame on which the jack is mounted towards the second frame, since this motion is transmitted to the first lever through the pivotal mounting of the third lever and serves to modify the force applied by the second lever. The net result is that regardless of the distance which either of the frame members advance, the position of the jack member relative to the journal box remains substantially stationary so that adverse thrust forces are not experienced.

It is, accordingly, the object of the present invention to provide a means for balancing a railway car mover such as described in my Patent 2,989,007 without the necessity of employing counterbalancing rollers such as are described in that patent.

It is also the object of the present invention to provide a means whereby a jack member may be mounted to one of the frames of my car moving device so that the arm of said jack member may be brought into contact with the bottom plate of the journal box of the railway car wheel to which the device is applied so as to balance the device.

A still further object of my invention is to provide a railway car mover device such as described in my Patent 2,989,007 with a jack member mounted to one of the frames so that the arm of said jack may be brought into contact with the bottom of the journal box of the wheel to which the device is applied to stabilize the apparatus against the torque forces encountered when the two frame members are drawn towards one another, including means to maintain the jack member substantially stationary when the two frames are drawn together so as to avoid the adverse effects of thrust forces being applied to the jack.

Other objects and advantageous features of the apparatus of the present invention will be obvious in the following specification and the drawings wherein:

FIGURE 1 is a fragmentary plan view showing a portion of a car mover embodying the features of the present invention;

FIGURE 2 is an elevation view of the apparatus of FIGURE 1 as seen along the lines IIII thereof;

FIGURE 3 is a cross-sectional view of the apparatus of FIGURE 1 as seen along the lines HIIII thereof;

FIGURE 4 is a cross-sectional view of the forward frame showing its wheel rim engaging roller as seen along the line IV-1V of FIGURE 1; 7

FIGURE 5 is a fragmentary top plan view of the apparatus of the present invention shown as opened so as to be positioned about a railway car wheel;

FIGURE 6 is a cross-sectional view of the apparatus 4 of FIGURE 1 as seen along the lines VIVI thereof, and

FIGURE 7 is a fragmentary plan view of a portion of the apparatus of FIGURE 1 showing the frame sections as drawn towards one another so that the grooved rollers are in railroad wheel contacting position and, additionally, showing the jack member as appropriately positioned.

In the figures, particularly FIGURE 1, there is shown the front section only of the railroad car mover described in my Patent 2,989,007 since the only significant changes relative to the present invention are constituted in this portion of the apparatus. The overall device referred to in the present specification as car mover 10 includes those portions not shown but described as car mover device 10 in the aforementioned patent.

In FIGURE 1, car mover 10 is shown to be composed of two frame members 12 and 14. The frame 14 of the present apparatus is composed of two sections 16 and 18 that are joined together by means of positive-locking quick-release Ball-Lock pins 20 which are seated so that their shafts extend through appropriate openings such as shown in dotted outline in FIGURE 1 at 22 through the section 18 of frame member 14 and into appropriately positioned receptacles 24 formed in section 16 of frame 14. Receptacles 24 are designed to receive such locking pins so that section 18 is appropriately locked to section 16 of frame 14. Such Ball-Lock pin locking means are not described in detail in the present specification since the exact locking means employed is optional and, additionally, these devices are well known commercially available fasteners manufactured by Avdel, Inc., 210 South Victory Boulevard, Burbank, California, and their method of locking is well known. I employ such locking means since it provides positive locking of the segments 18 and 16 so as to form a single frame 14 but may be easily and efiiciently removed when it is desired to separate such segments.

Grooved rollers 26 and 23 are shown to be appropriately mounted on the frame members 12 and 14, respectively. As contrasted to the apparatus described in my aforementioned patent wherein but one of the grooved rollers provided the driving force, in the present embodiment both rollers and 28 are driven by means of hydromotors such as shown at 30 which receive a supply of fluid pressure from a hydraulic line (not shown) passing rearwardly in the apparatus to a source of hydraulic pressure such as that shown and described in my aforementioned patent. Since both of the grooved rollers 26 and 28 are mounted and driven in a similar manner only the mounting and driving mechanism of roller 28 will be described in detail, it being understood that corresponding apparatus is employed in conjunction with grooved roller 26 as mounted in the frame 12.

The grooved roller 28 is shown to be formed with integral shafts 34 and 36 (FIGURE 4). Shaft 34 is appropriately mounted Within roller bearing assembly 33 positioned within an appropriate housing formed by frame section 16 of frame 14 and a bearing cap 40. Bearing assembly 38 is provided with an appropriate oil seal 42 surrounding the integral shaft 34 so that the grooved roller 28 is freely rotatable with the integral shaft 34. Integral shaft 36 is positioned on section 16 of frame 14 within a housing 58 that is suitably attached to the frame. Shaft 36 is supported on frame 14 (section 16) and within housing 58 by means of an appropriately positioned thrust washer 44 and is rotatably mounted by means of bearing assemblies such as depicted at 46 which are positioned in respect to thrust washer 4 by means of a bearing retainer 48 appropriately positioned within a groove formed in integral shaft 36.

As shown in the embodiment of FIGURE 4, integral shaft 36 is rigidly attached to and projects into a hollow worm gear shaft 50. Worm gear shaft 50 is appropriately rotatably mounted on section 16 and housing 58 by means of bearing assemblies 52 and rotatably supports a rigidly attached worm gear 54 (FIGURE 4). Worm gear 54 is appropriately positioned within an appropriate opening 55 formed in housing 58 and is keyed to the hollow worm gear shaft 51) as shown at 56. An appropriate gear cap 53 and oil seal 51 seal the end of worm gear shaft 50 to the housing 58.

Worm gear 54 and, consequently, grooved roller 23 are caused to rotate by means of a worm shaft 60 (FIG- URE 4) which is appropriately engaged so as to drive worm gear 54 upon appropriate rotation. Worm shaft 66 is, of course, attached to the drive shaft of the hydro motor 30 so that appropriate rotation of grooved roller 28 is effected by appropriate energization of the hydromotor 30.

Frame 14 is disposed for movement relative to frame 12 on four appropriately positioned guide members consisting of a guide tube 62 and three guide rods 64, 66 and 68. Guide members 62 and 66 are rigidly mounted within a pivot yoke and are disposed to slide within appropriate passageways 82 and 84 associated with frame 14. Passageway 82 is provided within the housing 53 and passageway 84 rims partially within a groove formed in section 16 of frame 14 and partially within appropriate grooves formed within the housing 58. Both passageways 82 and 84 are provided with appropriate bushings 61 to reduce sliding friction.

Guide rods 64 and 68 are rigidly attached within appropriate recessions in section 18 of frame 14 and slide within appropriate passageways formed within a supporting member 69 which is rigidly attached to frame 12 such as indicated at 86 in FIGURE 1. Hence, it may be seen that frames 12 and 14 are disposed to move towards and away from one another in a uniform manner and when doing so will be appropriately guided by the guide members 62, 64, 66 and 68.

Guide members 62 and 66 are provided with an appropriate common end plate 88 that is disposed to prevent frame 14, or more specifically section 16, of frame 14, from being inadvertently extended beyond guiding and supporting members.

Guide members 62 and 66 are rigidly mounted within appropriate recessions formed within the pivot yoke 80 by means of appropriate threaded bolts 90 extending through threaded transverse passageways formed within yoke member 8%. See FIGURE 3.

Hydraulic cylinder 92 is positioned within an opening 94 formed in the pivot yoke 80 and is secured to the yoke 81 by means of a retaining pin 96 which projects through appropriate and complementary passageways formed in the rear portion of hydraulic cylinder 92 and the pivot yoke 80. (See in particular FIGURES 2 and 3.) Retaining pin 96 is held within yoke 80 by means of bolts 90 in the manner guide members 62 and 66 are so held. The plunger 98 of cylinder 92 is provided with a threaded extension 100 that is threadabiy engaged with a flanged nut 10?. that is appropriately positioned within complementary recessions formed within section 16 of frame 14 and housing 58 so that the plunger 98 of hydraulic cylinder 92 is, in effect, rigidly attached to frame 14.

Frame 12 and housing 55 (corresponding to housing 58 of frame 14) are provided with forward extending protrusions 104 to which pivot yoke 30 is pivotally attached by means of a pivot pin 106 which extends through appropriate and complementary openings in the yoke 80 and protrusions 104. Bushings 108 are provided about pin 166 to reduce friction and enhance pivotal movement of the yoke 80.

A hydraulic cylinder 111i is pivotally attached to frame 12 as shown at 112. Plunger 114 of cylinder is attached to a shock absorber 116 which is, in turn, pivotally attached to yoke 80 as shown at 118. Hence, it may be seen that the present apparatus or railway car motor may be open to receive a railway wheel such as that depicted in FIGURES 1, 5 and 7 at 120 by removing the detachable lock pins 20 and retracting the plunger i5 114 of hydraulic cylinder 110. Section 16 will then separate from section 18 of the frame 14 and section 16 will swing open along the pivot mounting of the pivot yoke 80 in the manner shown in the plan View of FIGURE 5.

Railway car mover 10 may then be advanced along the rail 122 (FIGURE 5) so as to encompass the wheel 120. The plunger 114 of hydraulic cylinder 11%) is then extended so that section 16 of frame 14 will swing in front of Wheel 1120 so as to rejoin section 18 of frame 14. Lock pins 22 are then replaced so that sections 16 and 18 are locked and the frame 14 will be an integral assembly.

Hydraulic cylinder 92 is shown to be positioned so that when it retracts plunger 98, frame 14 will be drawn towards frame 12 so that when the apparatus is in the position as shown by FIGURE 1 wherein wheel 120 is between the rollers 26 and 28 when the cylinder 92 is caused to retract its plunger, frames 12 and 14 will slide towards one another on guide members 62, 64 and 66 and 68. Since the force would be applied on one side of the apparatus only (i.e., in the vicinity of guide rods 62 and 66), it is apparent that uneven torque would be applied to the frame members and undue strain would be placed on the guide rods. Accordingly, a second hydraulic cylinder such as that shown at 92 is mounted to supporting section 69 which is rigidly attached to the frame 12, a fragmentary portion of which cylinder is shown at 124. An appropriate passageway is provided through supporting section 69 which parallels pivot yoke 80, as shown at 126 in FIGURE 6, that is disposed to receive the plunger 128 (FIGURE 6) of the hydraulic cylinder 124. Plunger 128 extends from cylinder 124 through the opening 126 of frame 12 and is rigidly attached to section 18 of frame 14 in the manner similar to which the plunger 98 is attached to section 16 of frame 14. Accordingly, in the operation of the present apparatus, the hydraulic cylinders 92 and 124 may be synchronized to withdraw their plungers 98 and 128, respectively, so as to draw the frame members 12 and 14 towards one another in a uniform manner.

As seen particularly in FIGURES 1, 5, 6 and 7, there is mounted to supporting section 69 of frame 12 a vertically positioned hydraulic cylinder 130. This cylinder is positioned so as to extend its plunger 132 when car mover It) is positioned about a Wheel 1120 in the manner shown by FIGURE 1 (see also FIGURE 6) so that the plunger 132 will contact and bear upon the bottom plate of the journal box of the railway car to be moved. Such journal box is illustrated in dotted outline at 131 in FIGURE 6. Plunger 132 will exert only such force as is necessary to effect a positive contact between the end of plunger 132 and the journal box since excessive force would cause the apparatus 10 to tilt about rail 122 on the side of the apparatus on which the cylinder is mounted.

The stabilizing effect of the plunger 132 effecting a downward force on the frame 12 is necessary since when the cylinders 92 and 124 are activated to draw frames 12 and 14 towards one another so that the grooved rollers 26 and 28 engage the rim 134 of wheel 120, a downward force will be exerted on the apparatus or car mover 11) on the side of the apparatus on which the rollers 26 and 28 are mounted since neither the rim 134 of wheel 120, nor rollers 26 nor 28 are centered over the rail 122. Consequently, the effect of plunger 132 bearing on the journal box is to create a counterabalancing force counter-acting the effect of the weight of the wheel 120 transmitted through rim 134 on rollers 126 and 128.

It will be appreciated that when frames 12 and 14 are drawn toward one another by the action of cylinders 92 and 124, the two frame sections move both relative to one another and relative to wheel 120. In other words, if the stroke of the cylinders 92 and 124 is a six inch stroke, each frame can be expected to move in relation to wheel 120 and its associated journal box approximately three inches. When the rollers 26 and 28 contact the rim of wheel 122, a tilting or torque force is applied to the apparatus which is of considerable magnitude (at least several thousand pounds). Accordingly, if cylinder 138 is rigidly attached to frame 12 and plunger 132 is in contact with the journal box, it is quite apparent that at least for a limited amount of travel as immediately after the grooved rollers 26 and 28 have contacted the wheel 120 and are being drawn into gripping relationship, the cylinder 139 must be moved in respect to the journal box while its plunger 132 is in contact with such journal box and a force of considerable magnitude is being applied to these members. The resulting thrust on plunger 132 and cylinder 130 is greater than such members may be practically designed to consistently sustain.

Hydraulic cylinder 130 is the balancing jack of the present apparatus and is mounted on a trolley member 136. The balancing jack supporting section 69 extends forwardly and is provided with extending arms 138 and an appropriately positioned recessed area 140 in which there is mounted a slide cylinder 142. Additionally, there is mounted between the arms 138 a cam track 144 and a cam track supporting member 150. Trolley 136 is provided with a guide cylinder 146 through which slide cylinder 142 projects. Additionally, trolley 136 is provided with cam rollers 148 that are disposed to bear upon cam track 144. Thus, it may be seen that trolley 136 and, accordingly, cylinder 130 and its plunger 132 are disposed to travel along slide cylinder 142 and cam track 14-4 in a direction substantially parallel to rail 122 or the plane of rotation of wheel 120.

A lever arm 154 is shown to be pivotally attached to section 18 of frame 14 as at 156 and to extend outwardly therefrom. A second lever 158 is shown to be pivotally mounted to lever 154 as at 160 and, additionally, is pivotally mounted to trolley 136 as at 162. Pivotal mounting 160' is positioned substantially midway between the ends of lever 154. A third lever arm 164 is pivotally mounted to the extended end of lever 154 as at 165 and, additionally, is pivotally mounted to the extending arm 138 of frame 12 as shown at 166. Accordingly, it may be seen that the trolley 136 may be positioned forwardly or towards frame 14 on its slide cylinder 142 and cam track 144 when the railway car mover is in its wheel receiving position or prior to the time that cylinders 92 and 124 have been caused to retract their respective plungers so as to draw the frames 12' and 14 toward one another. In this position, cylinder 138 may be caused to extend its plunger 132 so as to engage the bottom of the journal box associated with wheel 120. After such plunger as plunger 132 has been appropriately extended and, assuming wheel 120 to be positioned substantially as shown by the FIGURE 1, the cylinders 92 and 124 are caused to retract their plungers so that the grooved rollers 26 and 28 come into engagement with rim 134 of wheel 120. As the frames 12 and 14 move towards one another, the movement is transmitted in part to trolley 136 through levers 154 and 158 so that trolley 136 commences to move along guide tube 142 and track 144 in the same relative direction as frame member 14. Such movement is reduced, however, by counter movement transmitted by way of lever 164 to lever 154 so that lever 154 swings forwardly or pivotally moves in the direction of frame 14.

Since lever 164 is pivotally mounted to the top of lever 154 while lever 158 is centrally mounted to lever 154, greater motion is transmitted to trolley 136 in the direction of relative motion of frame 14 than is subtracted by the relative motion of frame 12. The effect of such movement is that hydraulic cylinder 130' and trolley 136 remain substantially stationary in respect to wheel 122 or journal box 131 so that the thrust forces which would be applied to the plunger 132' and cylinder 130 were such members rigidly mounted to the frame 12, are not experienced. At the conclusion of the stroke of cylinders 82 and 124, trolley 163 will have traversed slide cylinder 142 but lever 154 will have pivotally adjusted so that it leans forwardly or in the direction of frame 14 (see FIG- URE 7).

It will be appreciated that the apparatus of the present invention should not be limited to the exact details set forth in the above description but that many obvious modifications can be embodied in this specific apparatus described without departing from the scope of the present invention as set forth in the claims. For example, although cylinders 92, 124 and are preferably hydraulic cylinders, or more accurately, fluid cylinders, such as those conventionally employed which use oil under pressure to extend a piston which in turn causes the plungers to extend, it will be appreciated that other means for drawing the frames 12 and 14 towards one another may be employed as well. Cylinder 130 may well be a mechanical jack.

It will also be appreciated that although hydromotor 30 be preferably of the type revealed in my Patent 2,989,007, other means for driving the grooved rollers 25 and 28 may be appropriately employed.

Also, although the lever arms are shown to be positioned to extend horizontally by the preferred embodiments of the drawings, obviously, if space permits, such arms can be positioned vertically.

It will also be appreciated that the optimum length of the arms of link members 154, 158 and 164 and their exact positioning relative to the positioning of trolley 136 along slide cylinder 142 and cam track 144 will be determined to a great extent upon the length of stroke of the cylinders 92 and 124. I have had excellent results by employing a link such as 154 that is 8 /2 inches between pivots 156 and 160 (4% inches between pivots 156 and and and a link 164 having a length of 4%; inches between pivot 165 and 165, and a pivot arm 158 having a length of 7% inches between pivot 160 and 162 where cylinders 92 and 124 have a six stroke. I position these members so that the angular relationship of link 154 from the rail 122 is approximately the same when trolley 136 is in its forwardmost position as where the trolley 135 is in its rearmost position as where the grooved rollers 26 and 28 have been brought into driving relationship with wheel 126.

Although it is the preferred embodiment of the present invention to extend the arm of the balancing jack into contact with the journal box of the railway car wheel since such box is attached to the wheel assembly itself, it is possible to effect balancing of the apparatus by extending the arm of the jack into contact with other structures attached to the car where other suitable structures exist. For example, it may be possible to balance the device by extending the arm of the balancing jack into contact with the bottom or frame of the car itself, depending on the structures available.

In the drawings (FIGURES 1, 2, 4, 5 and 7) I have shown rollers 78. These, of course, are the rollers which support the railway car mover on the rail 122 and are fully explained in my aforementioned patent.

The balance of the apparatus not shown by the drawings or mentioned in the specification may be substantially the same as that described in the aforementioned patent but understandably may encompass some changes.

I claim:

1. In a self propelled mover wherein opposing grooved rollers are mounted on separate frames positionable on either side of one rimmed railengaging wheel of a car mounted for movement along rails and means are provided to move said frames towards one another so that said grooved rollers engage the rim of said wheel, the improvement incombination therewith of providing jack means on at least one of said frames spaced from said grooved wheels and disposed to elevate its arm into contact with structural members of said car so as to counterbalance the torque forces encountered by said frame when said grooved rollers grip said wheel.

2. In a self-propelled mover wherein opposing grooved rollers are mounted on separate frames positionable on either side of one rimmed rail engaging wheel of a car mounted for movement along rails and means are provided to move said frames towards one another so that said grooved wheels engage the rim of said Wheel in driving relationship, the improvement in combination therewith of:

(a) apparatus for balancing said device comprising:

(1) jack means slidably mounted on one of said frames disposed to elevate an arm into contact with the structural members of said car when said frames are positioned on either side of said wheel, and

(2) levers connecting said jack means and said frame members so that upon movement of said frame members towards and away from each other said jack means is substantially equidistant from said frame members.

3. In a self-propelled mover wherein opposing grooved rollers are mounted on separate frames positionable on either side of one rimmed rail engaging wheel of a car mounted for movement along rails and means are provided to move said frames towards one another so that said grooved wheels engage the rim of said wheel in driving relationship, said wheel being provided with a journal box, the improvement in combination therewith of:

(a) apparatus for balancing said device comprising:

(1) jack means mounted on one of said frames disposed to elevate an arm into contact with the bottom of said journal box When said frames are positioned on either side of said wheel, and

(2) levers connecting said jack means and said frame members so that upon movement of said frame members towards and away from each other said jack means is substantially equidistant from said frame members.

4. In a self-propelled car mover wherein opposing grooved rollers are mounted on separate frames positionable on either side of one rimmed rail engaging wheel of a car mounted for movement along rails and means are provided to move said frames toward one another so that said grooved rollers engage the rim of said wheel, said wheel being provided with a journal box, the improvement in combination therewith of:

(a) apparatus for balancing said device comprising:

(1) jack means mounted to said frame disposed to elevate an arm into contact with the bottom of said journal box when said frames are positioned on either side of said wheel,

(2) a slide on one of said frame members for slidably supporting said jack means for movement relative to said members, and

(3) connections between said jack means and said 10 frame members whereby on motion of said members towards and away from each other, said jack means remains in contact with said journal box.

5. In a self-propelled railway car mover wherein opposing grooved rollers are mounted on first and second frames that are positionable on either side of one rimmed wheel of a railway car and means are provided to move said frames toward one another so that said grooved rollers may grip the rim of said wheel in driving relationship, the improvement in combination therewith of:

(a) apparatus for balancing said car on said rail comprising:

(1) jack means mounted to guide means on said first frame and disposed to elevate an arm into contact with the bottom of the journal box of said railway car wheel when said rollers grip said wheel;

(2) guide means provided on said first frame disposed to support said jack means for limited movement in respect to said first frame in a direction substantially parallel to said rail when said rollers grip said wheel; and

(3) lever means disposed to move said jack means along said guide means when said frames are drawn towards one another in a manner to effect a driving relationship between said rollers and said wheel, said lever means comprising:

(a) a first lever arm positioned as pivotally mounted to said second frame and disposed to extend laterally in respect to said rail when said rollers grip said wheel;

(b) a second lever arm pivotally mounted at one end of said jack means and pivotally mounted at the other end to said lever arm, and

(c) a third lever arm pivotally mounted at one end to said second frame and pivotally mounted at the other end to said first lever arm.

6. An apparatus as set forth in claim 5 wherein said second lever arm is pivotally mounted to said first lever arm substantially intermediate the ends of said first lever arm and said third lever is pivotally attachedto said first lever arm substantially at its extended end.

References Cited by the Examiner UNITED STATES PATENTS 5/1949 Kelley et al. 105-141 6/1961 Stewart 10590 

1. IN A SELF-PROPELLED MOVER WHEREIN OPPOSING GROOVED ROLLERS ARE MOUNTED ON SEPARATE FRAMES POSITIONABLE ON EITHER SIDE OF ONE RIMMED RAIL ENGAGING WHEEL OF A CAR MOUNTED FOR MOVEMENT ALONG RAILS AND MEANS ARE PROVIDED TO MOVE SAID FRAMES TOWARDS ONE ANOTHER SO THAT SAID GROOVED ROLLERS ENGAGE THE RIM OF SAID WHEEL, THE IMPROVEMENT IN COMBINATION THEREWITH OF PROVIDING JACK MEANS ON AT LEAST ONE OF SAID FRAMES SPACED FROM SAID GROOVED WHEELS AND DISPOSED TO ELEVATE ITS ARM INTO CONTACT WITH STRUCTURAL MEMBERS OF SAID CAR SO AS TO COUNTERBALANCE THE TORQUE FORCES ENCOUNTERED BY SAID FRAME WHEN SAID GROOVED ROLLERS GRIP SAID WHEEL. 